Method of and apparatus for operating locomotives



INV! 10H3" E. s. PEARCE ET AL I METHOD 0F -AND APPARATUS mn oPERATNG Locollo'rrvns Filed August 22, v1919 Aug. 10 1926..

WITNESS Aug. 10 1926. 1,595,571

' E. S. PEARCE ETAL METHOD 0F AND APPARATUS FOR OPERATING Locolo'rIvES Filed August *22, 1919 11 Sheets-Sheet 2` ,x M mw. hm NW rm Am wfm@ wwwum QE S MN m A f n $2 Sm d .N nwllv-T N\ Qhv .1; sheets-snet s E. s. PEARCE ET AL METHOD OI AND-APPARATUS FIOR OPERATING LOCOKQTIVES Filed August 22, 1919 Aug. 10 1926.

WITNESS Aug. 10 1926. 1,595,571

E. s. PEARCE ET AL METHOD OF AND APPARATUS' FOR OPERATING LOCOMOTIVES Filed August 22, 1919 11 sheets-sheet 4 I K mv Tons wrrnnss v v l A ww/9W' ,57 Ww 1,595,571 E. S. PEARCE ET AL v'Filed August 22, 1919 11 Sheets-.Sheet 5 In IVY Uhn.

Aug. 10 1926.

METHOD OF AND APPARATUS FOR OPERATINGv LOCHOTIVES f l Aug. 1o 1926.

I 1,595,571 E. s. PEARCE ET AL` l METHOD oF Aun APPARATUS Foa @PERATING Locomo'rrvs Filed August v22, 1919 .11A sheets-sheet e 618er 56 y 07 W "'g y I 6.6. y E

III!

WITNESS Aug. l0 1926. 1,595,571

E. S. PEARCE ET AL AND APPARATUS Foa OPERATING LocoMoTIvEs METHOD 0F Filed August 22, 1919 11 Sheets-Sheet 7 IN NTOIS 624g.; nf.

Aug. 1o 192e. A1,595,571

lE. s. PE/KRCE ET AL METHQD or 'Nb APPARATUS FOR OPERATING LocouoTIvEs Filedlugust 22. 1919 11 Sheets-sheet 's' WITH ESS Aug. 10 19,26.

E. s. PEARE er AL IETHOD OF AND APPARATUS FOR OPERATING LOGOIOTVES Filed August 22, 1'919 11 Sheets-Sheet A ug. 1o 1921s.

E. s. PEARCE er AL un'raon os mm APPARATUS FOR OPERATING Locouo'uvss FiledAugqst 22, 1919 11 sheets-sheet 1o gran.;-

A WITNESS Aug. l0 1926.

' v E- S. PEARCE El AL' METHOD o? AND APPARATUS FOR OPERATING LocouoTIvEs Filed August 22, 1919 Usmate-sheet 11 NNUU.

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Patented Aug. 10, li

UNITED STATES' -AisNi oFFlcn nnwin s. enanos, RAYMOND W. nnT'rnnEii-,nnnEnii-ionn c, nnnino, os'inniaii- APOLIS, INDIANA, ASSIGNORS TO TRANSPORTATION DEVICES CORPORATION.

ivinfiufion or AND APPARATUS ron OPERATING Locoiiio'rrvns.

'Application filed August 22, 1919; Serial No. 319,062:

operation or the valve mechanism, the

proper cut-ofi point or, to move it automatically to that point, throi h the medium ot' suitable apparatus. In itsmore detailed aspect, this invention relates to theV provision ot the necessary piping, valves, or other incidental mechanism necessary to utilize the hach pressure, as alcove outlined, to accomplish the purpose alcove set forth;

@ne oi the primary objects of this in vention is to provide means for operating locomotive by the. method above described hich can be readily and conveniently applied to any oi the existing types i locoinotires provided with of the Well linon'n types ci' power reverse gears,

in the operation oi steam engines, pai'- ticularly the steam railroad locomotive type, it is a tact long recognized that the amount oi- Worlf` done or horse power de- `reloped becomes oi greater magnitude as =e speed oiLl the engine increases upto the A nt ot maximum capacity. It is also rec ogniaed that the maximum horsepower at Wny particular speed he economically developed and to he maintained necessitates tlie'i'iioper admission Voia Ysteam in the required aiiiou I et.; ansion oi this steam and finally Vthe Vci ci; relier oi. expande-d `steam from the d rs iiiorder not to oppose the steam tted on the other orl opposite Side oi'l y too highv an exhaust oi hack pressure'.

'The operation ot a locomotive. requires the cylinders, the 'proper the piston by expanded ksteam at, y A

vestigation and thorough experiments and the use ota long cut-ott at lowspeeds and a short cut-oil at high speeds, in order to develop iiiaiiimiiml horsepower; For each particular speed throughout any range of speeds load constant there is one cutotl that adm-its steam to the cylinders in the proper quantity andalloivs the escape of steam at the proper time to ensure development oi"- maximum horsepower for that particular'speed. The use ont too long a cutoii at a given speed allows the exhaust steam to escape at too high a pressure for good economy or creates an objectionable hach pressure. rihe use of too short a cut-- oli at a given speed d es not supply steam in sufiicient quantity to maintain the speed or to develop maximum speed, and under such conditions the ex# haust or vhack pressure will necessarily be reduced. Obviously, therefore, all other conditions being the same, there'is a direct relation between speed, cut-oil', andbacl'r.

pressure'. Y

On' locomotives it is the practice to ad? yust cut-Otis manually at the discretionv of the engineer, relying on the operatorsr skill horsepower at that to determine the proper cut-ofi 'for each speed. It is thic existing dependence upon K' the'personalsli-ll oi the engineer Which occations the variation in' tonnage handled per train, and the speed made, by the ysaine engine or engines under identical conditions ci Weather or other operating' conditions, when operated hy different engineer/s. Therefore, it is highly desirable 'in order to obtain the most eiiicient and ecoiiomical operationV 'toL devise a method and provide means todetermine `first, thev most economical point'r oiE 'cut-oil for' any particular type or size' ot engine at each speed and then to indicate to the engineer,` should the operation contemplated he manual, the proper predetermined cut-olil i'orthe cylinder valve, or to provide an automatic lmeans which will move the` valve mechanism yto the proper' p'iedeterii'iined cut-off position.

It was determined', alter exhaustive' intests that,'ior a given class ortype of locomotive at each speed and under varying conditions of service, there was one particular back pressure value, which, if held constant by adjusting the eut-oil as the speed varied, would ensure the development of maximum horsepower. in other words, to obtain maximum horsepower output, under any given set ot conditions, there is developed one particular haelt pressure value at each speed which should not bel increased or decreased. For inst-ance in starting an engine from a dead stop, cut-oil remaining the same, the baclr pressure would increase as the speed increased. ln order to reduce` this baci; pressure it is necessary to shorten the cut-oil. On the other hand, assuming that the engine is running at a given and a fair rate ot speed, cut-oil remaining the same; the back pressure will decrease with a decrease in speed. In order to maintain the speed it will then be necessary to lengthen -the cut-oli.

lt is the particular object ot' our invention to lengthen or shorten the cut-others may be required at different speeds under varying load. in order to obtain maximum horsepower output, in direct relation to the value of the back pressure.

Among the further and more particular objects oi our invention are the provision et two valves directly connected and subject to the back pressure oi the cylinders; the provision ot' means under the control ot' these two valves for admitting fluid pressure to the power reverse gear either to lengthen the cutoff or to shorten it as may be required; the provision oi a valve under the control ot live steam pressure as admitted through the throttle for controlling the supply ot' fluid pressure utilized by the two first mentioned valves; the provision of what we term an automatic cut-out valve under the control of the reverse lever, which is adapted under certain conditions to cutout the automatic control of the power reverse gear and restore the usual and normal manual control; and the provision oi means whereby the automatic control may be entirely eut out under all conditions and inanual control substituted.

lt should be noted that, when the engine is standing still and no steam is passing through the throttle, the usual operating parts should be in their normal position and subject to their normal manual control, so that when the reverse lever is moved to forward position pre1 aratory to starting up;` the power reverse gear will operate to move the cylinder' valve mechanism to its properposition. But as soon as steam admitted through the throttle to start the engine it is necessary to unlock the reverse lever so that it maj! be moved by the automatic control apparatus and at the same time.. to loclr the operating valve of the fluid pressure power reverse gear so that which would interfere with the automatic operation. is also among the objects et our present invention to provide the necessary means for unlocking` the reverse lever after the throttle has been opened and for locltino the fluid pressure power reverse gear valve as specilied, all ot which will be more clearly brought out in connection with the following vdescription of the apparatus as illustrated in preferred form in the accompanying drawings.

These, together with such other objects as may hereinafter appear or are incident our inventionE we obtain by means ol' a construction which we have illustrated in the accompanying drawings, wherein Figure l is a diaorammatie representation of our invention as applied to a standard locomotive equipped with the usual iiuid operated power reverse gear which may be or' any of the well lznown types; Figure 2 is a similar diagrammatic view but on an enlarged scale to show in greater detail the chief essentials of our invention; Figure is a plan View of what we term our cut-oli shortening valve; Figure l is a scction on the line t d of F igurei; Figure 5 is a section on the line .5-5 or F igure'; Figure 6 is a section on the line 6-6 o'i Figure 3; Figure 7 is a, plan view et our cut-oli lengthening valve; Figure 8 is a ser-tion on the line 88 ot Figure 7; Figure is a section on the line 9 9 of Figure 7; Figure 9rb is a bottom plan view of the cut-oil'1 lengthening and cut-oil shortening valves C and D showing the pipe connections between them; Figure l0 is a vertical central section through what we have called our primary control valve which operates under the influence oi live steam passing through the throttle, to control the fluid for actuating 'the power reverse gear through the medium of the cut-oil1 lengthening and the cut-oil shortening valves; Figure ll is an end view or" Figure l0; Figure l2 is a section on the line i2-12 ot' Figure l0; Fig'1 i3 is asection on the line lf3-13 of Figl ,1re l0; Figure lelis vertical central section through what we automatic cut out valve; Figure l5 is a plan view or" the valve oi Figure let; Figure 1G is a section on the line l6`l6 of F igure 14';

Fi'z'ure l? is an end view of the clamping d shown at the left of Figure let;

Figure 1.8 is a side elevation of the reverse lever and quadrant showing our unlocking and locking means applied thereto; Figure i9 is a partial end elevational and sectional view re i8; Figure 2O is a plan view ci the locling cylinder as indicated by the line 20-2O of Figure 19; Figure 2l is a partial side elevation of the power reverse gear housing showing; in section, our lock- 'have called our V it cannot operate in its normal mannerV ing means applied thereto; Figure 22 is a. section o n the line 227-22 of Figure 2l; and'Figure 23 is a partial plan view of our locking device with the holding member removed.

Referring to .Figure l it will be seen that we have roughly indicated in outline form a locomotive 25 having cylinders 26, valve chest 27, a. fluid pressure operated power `reverse gear 28 which may be of any pre-` ferred type, a main compressed air tank 29, and a cab 30. Conveniently located within the cab is the usual reverse lever 3l, and quadrant 32. The lower end of the reverse lever is connected by means of the reach rod 33 to the upper endv of the floating lever 34 ofthe power reverse gear. The power reverse gear is provided with the usualcross head 37 connected by means of the reach rod 35 to the link 36, the link 36 being operatively connected to any.v of the well known valve operating gears which is not shown as it forms no part of our present invention.

Referring to that portion of Figure l which illustrates the general application of our invention, it will now, for the purposes of this specification, be pointed out briefly what each part is so that they may be more readily identified in connection with the detailed description to follow. The reverse lever locking and unlocking means is indicated at A; the means for locking the valve of the power reverse gear is indicated at B; the cut-0E lengthening valve and the cut-o shorteningy valve are indicated respectively at C and D; the primary control valve is represented by F, and whatv we have termed our automatic cut-out valve is located at E. The; valuevr ofV the back pressure is indicated on the gauge G which is directly connected through the pipes 38` speed.

In Athedrawings theY reverse lever 31, isV shown in its vertical orv neutrall position.

with; the manually operated latch' 43 locking it in that position. starting a locomotive from aL dead` stop when it is desiredto .go forwardis to .move the handle of they reverse lever to its farthest forward position ontlie quadrantandwhen Y this is done the reachrod'33zattached:at a pointv below. theA pivot 44; is drawn back- The first step iny ward, This movement, in theusual and well knownmanner, operates the valve of the powerreverse gear to admit fluid to the proper Sdeofthe reverse gear. piston, thereby moving the cylinder valve mechanism through the medium of any preferred connection. to the'proper position necessary to start the locomotive. In the practice of our invention`7 after this initial movement of the reverse lever and the cylinder valvel Vof the clamp and link 46, (see Figs. 2

and 154)` -we provide a cam, bar 47 adapted to engage the wheels 48 and 49 attached to the pistons E3: and E4 ofthe automatic cut-v out valve E, the' purpose and operation of which will more clearly appearV below.

A connection from the cylinder steam supply pipe 51 (see Fig. l)V to the space above the piston E3' is made through the medium ofthe pipe 50, therefore, as soon as the reverse lever has been brought forward and the throttle of the locomotive has been opened, live steam will be admitted to the space above the piston E3. The space above the piston E3 is connected by means of the pipe 52 to the right` hand end of the primary control` valve F, andV in all positions ofthe reverse lever from neutral or long asthe. locomotive is beingforwardly' operated. This live steam pressure admitted to the right hand endof-vthe primary control valveF (see Figs?. 2 and l0 to 13 inclusive? forces the piston'l F4 together with thevalverk F3 to the left'.y This movement accomplishes two results, namely, it establishes communication between the pipe 53 and the exhaust port 54 and also esand, in the absence of steam ,pressurek through the pipe 52, the piston FL1 and the valve F3 will be normally held by the air pressure in their right hand position, as-

shown in Figures 2 and'lO. In this right 'hand position, communication is established between thepipe55 and the. exhaust port 54 and Abetween the pipe 55 and the pipe 53 for purposesv which Ywill. be hereinafter brought; out.l l

In .the stage of the operation of the locoif' Now, as the loconiotire gains in speed it slierten the cut-otr. bu

is necessarJ assuming that the cut-off were not shortened the value of the bach pressure developed would incr it is this increase in back pressure wh' li we utilize to bring into operation our cu '--olii' shortening valve as will now be described. (See Figs. and 3 to 6 inclusive.) The :alue of tl is back pressure is communicated by means o the pipe to the chain-ber below tle diaphragm D18, against the upper side of which is adapted to rest the lower end of the spring E15, the JAension. of which is adjusted by nieans of the nut D, The valve D18 is adaiL t be held in closed position by the spring until such tiine as trie value of the auch sure in the chamber 58 rises sufiicientiy to overcome the pressure of the spring whereupon it will open and adiiiit bach pressure through the passage 59 to the upper face of the piston D2. 7Villien this occ rs the piston D2 is forced downwardlj,7 against the pressure of the spring D1 thereby opening the valve D3. (See Figs. 2, and 6.) immediately upon the opening of the valve D3 air pressure through the connection 57 will be adnitted to the chamber 60 thereb7 causing check valve L to open against the pressure of the spring D7, the air pressure flowing through chamber 6l and pipe G2 to the chamber above the piston E* of the automatic cut-out valve E. See Fie'. le.) The piston by virtue of the fact that it is in its lor-ver position, permits communication between the chamber 68 and the outlet to pipe G, having attained .its lower position when the cara bar 57 drawn to the left movement of the reverse lever at t ie the engine was started. The

wheel el@ i sts Von the horizontal surface when communication is directly established between cl'ianiber G3 and pipe 64e. (See e and ni.)

The air pressure throughthe pipe Gel now introduced to the front end ot the from the rear side.,v This is accomplished in rit-olf, it is nec to exhaust the airV the following manner through the pipe 66 and cut-off lengthening valve C. (See Figs. 2, 7, 8, 9, and 9A.)

fit the saine time that air pressure is passthe check valve DG and entering the GQ, the saine pressure is admitted by is of the pipe GT, which communicates the chamber 6G, to the chamber 68 belowv the piston C, thereby forcing it upward and opening the valve C23 against the pressure of the spring m" ai, said spring normally holding this valve in closed position. (See Fig'. S.) Therefore, as long as pressure is maintained in the chamber 68 and the valve @23 is open, air from the left hand end of the power reverse gear can exhaust through the pipe 6G, the chamber 69 past the valve C23, chamber 70 and out through the exhaust port 7l to the atmosphere. rlhis operation will continue until the cylinder vel e has been brought to its proper cr ofi: point. The value of the bach pressure will then fall below the point at which it can open the valve D18 against the spring l and. after the valve D closes, the pressure trapped above the piston D2 will leak out through a suitable leakage port 72, `(Se Fig. Il), Atherel'ij;7 permitting the spring D o i' t, the piston D2 and again close the faire E3.' Fig. 6.) Pressure in the chr-.inner GO is thereby cut off and, by virtue its connnunication through the pipe 62, cuaniber (323-. of the valve E, and pipe @il to the forward end of the power reverse gear,

.lso through the pipe 67 to the chainbelow the piston C of the cut-out C no further pressure will be adber valvi. inittd either tothe forward end of the reverie gea1 or to the chamber G8. Valve C23 will now close and cut olf exhaust communication between the left iand endY of the power reverse gear and the exhaust port 7l. The piston of the power reverse gear is by this means placed under balanced pressures movement can taire place unless Y there be slight leakage on one side or t other.` But iVL there beV leakage enough to'cause increment of the piston a i to materially alter the cut-off of thevaives, the bach pressi-:e will again be altered in value so as to actuate either the cut-off lengthening or cut-*off shortening valve as the case may be, thereby restoring piston of the power reverse gear to its proaer position. Y

rlhe shortening of the cut-off' as above described continues with the increase ofspeed, and as it continues the reverse lever is graduali.,v moved farther and farther back until it approaches the vertical or neutral position. Should this vertical position be reached at any time during the automatic operation of the locomotive, the flow of air to the forward end of vthe power reverse gear will be stopped. YThis is accomplished (i) [D C? A.

latch 8O locks with the wheel 83, as just shown, thereby placing the locomotive in condition for manual control of the fluid pressure reverse gear.

Vihenever the reverse lever lock A is set it is necessary at the same time to unlock the operating valve of the fluid pressure reverse gear, the operation of which will now be taken up.

Referring to Figures 2 and 2l to 23 inclusive it will be seen that we have attached to the valve gear casing 86 of the fluid pressure reverse gear, by means of a bracket 87, the cylinder 84 in which is mounted the piston 88 normally sp 1ing held by the spring 89 in its farthest left position. (The position in which it is shown in the drawings is the farthest right position which is the position it occupies when air pressure is applied to the piston 88.) Air pressure from the pipe enters the cylinder 84E through the port and the piston 88 in its movement toward the right carries with it the latch 90, thereby withdrawing it from the U-shaped lock 91 formed on the valve operating lever 92. In this position, which is the unlocked position, the valve of the fluid pressure operated reverse gear is subjectto its usual normal manual control through the medium of its operating lever 92 and the floating lever 3&1, the floating lever being connected to the reach rod at one end and to the reverse gear cross head at the other end in the manner well known in this art. But when the locomotive is being operated by the above described automatic means, pressure is exhausted from the cylinder Sel through the outlet 85, pipe 75, pipe 53, valve body F and exhaust port 54. lt will therefore be seen that whenever the reverse lever is locked by means of the mechanism at A the operating valve of the fluid pressure reverse gear must at the same time be unlocked 1n order that the main cylinder valve may be subjectl to manual control. But whenever the. reverse lever 8l is not locked through the mediumof the locking mechanism A, the valve of the fluid pressure reverse gear must be locked in order that the locomotive may be subject to the automatic control above described.

It should be pointed out that whenever the locomotive is under automatic control, the reach rod 83, actuated by the fluid pressure reverse gear piston, moves the reverse lever 3l across the indicating dial 32 so that the engineer may be able to tell at a glance at just what cutoff the engine is operating.

The operation of our automatic control when the cut olf should be lengthened will now be described. Suppose that after the locomotive has been running along a level track at a fair rate of speed, it encounters a slight grade such as would cause a reduction :in fthe speed'were the cut-olif tov be maintained at the same point. This drop in speed, out off remaining the same, will cause a decrease in the value of the back pressure, the back pressure being communicated to the cut olf lengthening valve C through the medium of the pipe 89. As previously pointed out when the back pressure falls below a predetermined point the cut olf shortening valve D ceases to function, and when this cut olf shortening valve ceases to function the cut olf lengthening valve C first comes into operation, In other words, high back pressure operates the valve but low back pressure operates the valve C.

Referring to Figures 2, 7, 8, 9, and 9A, it will be seen that the back pressure from pipe 39 is admitted to the chamber 100 of the valve C through the inlet port C19, and when the valve D is in operation the pressure against diaphragm C18a is sufficient to hold the valve C18 in closed position against the pressure of the spring 15, which latter may be adjusted by means of the nut C14. But as soon as the back pressure falls below a certain value the C15 will move the valve C1S downwardly to open the same and admit back pressure to the chamber 101. This pressure forces the piston C2 downwardly against the springCt and opens the valve C3 which communicates with the air supply pipe 57. Air pressure then enters the chamber 96, lifts the 'check valve CG, and passes out through the pipe 66 to the rear end of the power reverse gear piston thereby tending to move it to the right to lengthen the cut olf in the manner well known in the art. At the same time the pressure at the right hand side of the piston of the power reverse gear must be exhausted, this exhausttaking place through the cut olf shortening valve D similarly to the manner in which the exhaust from the left hand side of the piston of the power reverse gear took place through the cut olf lengthening valve C as hereinbefore described. The operation is as follows: Pressure in the chamber 96 at the same time that it is passing check valve CG is also passing out through connection 67a which communicates with the chamber 93 below the piston D24' of the valve D. (See F ig. 4..) This piston then moves upwardly against the pressure of the spring D22 thereby opening the valveD23 and allowing the air pressure from the right hand side of the power reverse gear admitted to the chamber 6l through the pipe 62 to exhaust p-ast the valve D23 through the chamber 95 and out through the exhaust portv9l. This operation continues until the cut o' reaches the proper point and the piston of the fluid pressure reverse gear is placed under balanced pressures.

A brief summary of the entire operation of the automatic control mechanism may be made as follQWa reference being had in pressure of the spring.

lOl)

pressure to one or the other end of power particular vto Figures l and 2. rlie locomotive is standing and is to be started up `in a fern-'ard direction, and as above pointed ont, when standing the locomotive is always in condition for manual movement or the main cylinderl valve. The engineer non7 moves the reverse leverBl to its farthest forward position and opens the'locomotive throttle. The pressure of' the live steam entering; the locomotive cylinders is then admitted by means ot suitable p'pe connes tions andthe autom yticcut out sivit-ch E to the right hand end of the' primary con- "lfhis steamy pressure 'operates s ofthe valve il' to establish coniniunica on between the cut` oil lenvthening and the cut olia shortening valves L and l) and the main air reservoir or the loconiotive. yihe engine no'v pi'clrs up'speed and as the speed increases the baci; pressure ivill increase unless the cut oil is shortened. This increase in back pressure is utilized by means of the cut oli shorteneing,` valve D to admit air pressure to the right hand end of the power-reverse gear through suitable connections 'and valves as previously described in detail. At the saine time pressure at tlielleft'liand side or' the power reverse piston is exhausted through suitable connection and exhaust port in the cut oli' lengtheneing valve C, this exhaust 'port 'being under' the control oic the air pressure which isbeing admitted' through the valve l) to the right hand end or the power reverse gear piston. rhis operation coin tin'ues untiltlie value or' the back pressure decreases below7 'the necessary pressure at vvhich the valve'l is set' to operate. its soon vas the valve Dfcea'ses to operate, the exhaust connection in the cnt ol'l lengthening valve C vvill'b'e immediately closed thereby pla'c- Y ing; the piston of the power reverse gea-r u* der bal 'iced pressures.

e '.ould'tne speed of the locomotive noviv 'decrease due to a. grade it will be necessary to lengthen the cut oil in order to ine-.inta'n the speed. ils soon as the. speedV begins to decrease, haelt pressure begins to decrease and' when this haelt pressure reaches the point below which the cut oliF shortening valve D ceases to operate, the valve C is designed to come into operation. As above pointed out?, this valve (i operates to admit air ire ire to the left hand side of the power reverse gear piston and at the same Ae controls the eshaust through the cut oir shortening valvek D from the right hand side oit the Vpower reverse gear piston. will thus' be seen, in connection with the operation ofthe apparatus, that when either' v an" oi the val es Cl' and D is admitting the reverse"V gear, it' is' necessary that. the i'iroiiith'e opposite 'sid fshould be' znrsted, "and it" advisable that "this leve-r"4 to obtain' 'the-saineet-o heust should be under the controll of the valve vwhich is' admitting the air pressure to the other side. This arrangement Jfor establishing balanced pressures to the reverse gear piston constitutes convenient cans for holding/the piston ol the poiver reverse gear in any one position.

in operating the locomotive in a backvard direction, it is desirable to cut out enti' ly the autoir'atic control'. rhis We acco---plish in a very simple ina-nner as will l; seen up i feier-ence' to Figures 2 and ln operating the locoinotive in a rev 'se dir n, the engineer moves the lever backward on the quadrant or to some p'oii from vthe valves C and, D and' supplying pressure to the 'reverse lever locl A and the valve operating` 'Gear lock B. This places the operation oll me locomotive under manual control' as previously pointed out.

any reason it is desirable or necessary'to cut out the automatic control when operatingthe locomotive in` aorvvard direcn` a simple expedient is provided in the py cont-rol valve F (see ,2 and 10); Entering through the bonnet 102 oic the valve F is the threaded stein 163' operated' by the hand Wheel 104. This may be screwed up against the lett handen-d of the piston ll"L until the piston has been i'noved to its farthest right position .vhere Vit will be held against any steam pressure gear valve E, from' the steam supply, the

parts mentioned being` designed and constructed to operateY just las Well with steam pressure' as with air pressure. I

'it will beY apparent that the-'automatic 'cutlol ,controlT above disclosed anddescriled i 'may be applied to" kany locomotive or the saine class regardless off' possible variations in the valve setting,` such as would 'cause v rations the positron ofthe reverso tl'irough pipe thereby exhausting air lll) lui)

vWhat we claim is l. ln a locomotive having a fluid pressure power reverse gear, the combination ot back pressure operated means tor automatically controlling the supply of operating .fluid thereto, and means under the control ot the locomotive throttle tor preventing manual operation oit the power reverse gear when the automatic control is operative.

2. ln a locomotive, the combination ot manual means for adjusting the cut-ott, bacl pressure controlled automatic means ior adjusting the cut-ott, and means tor rendering the manual control ineffective when the automatic control is operating.

3. ln a locomotive, the combination ot means ior adjusting the cut-oil, baclr' pressure actuated means tor controlling.` the cutofi adjusting means ada ated to operate in all forward positions oi' the reverse lever, and means ier cutting out said control when the locomotive is being operated in a reverse direction.

ln a locomotive, the combination o' means tor adjusting the cut-oil, bach :pressure actuated means tor automatically controlling said cut-oft adjusting means, the automatic control being effective in all torward speeds of the locomotive, and means tor preventing` the said automatic controlling means from moving the cut-ofi' into positions for ellecting reverse operation oia the locomotive.

5. ln a locomotive, the combination ot means for adjusting the cut-oli, back-pressure actuated means for controlling said adjusting means adapted to operate in all torv-:ard speeds, and means for rendering the baclr pressure actuated controlling means ineffective to shift the gear into reverse.

6. ln a locomotive, the combination ot an automatic cut-oil adjusting mechanism adapted to operate in all forward speeds, fluid pressure means Jfor operating said adjusting mechanism, and means for cutting oitl the supply of said operating iiuid when the locomotive is being run backward.

7. A locomotive having in combination mechanism lor adjusting the cut-oil provided with manual actuating means, means` under the control oit tie back pressure 'or automatically operating the adjusting means when the locomotive throttle is open, and means for restoring manual operation of the adjusting means when the throttle is closed.

8. ln a locomotive, the combination with a power reverse gear, of back pressure actuated controlling means and manually actuated controlling means therefor, and means for rendering one of said controlling means ineffective whenever the other one is eiec-v tive.

9. ln a locomotive,'the combination of a reverse gear, and means under the influence ot back pressure for automatically adjusting the reverse gear to maintain a substantially constant back pressure.

l0. ln a locomotive, the combination ot a reverse gear, back pressure actuated means 'for controlling the shortening and the lengthening of the cut-oil, means for rendering the same ineiiective when the cut-olin has been shortened to substantially neutral position, and means restoring the operation of said back pressure actuated means when the cut-oill should be lengthened,

ll. In a locomotive, the combination of a reverse gear, automatic means for controlling the shortening and the lengthening of the cut-ott' under the influence of back pressure, means `tor rendering said automatic means ineffective when the cut-o has been shortened to substantially neutra-l posit-ion,

and means for restoring the operation ot said automatic means upon reduction in back pressure.

l2. In a locomotive, the combination of re- 1verse gear mechanism, power means for operating said mechanism, a reverse lever for manually controlling said power means, back pressure actuated means for controlling the power means, said back-pressure actuated means tunctioning only when the locomotive is running, means whereby the reverselever is releasablv locked in positions of manual adjustment, and means rendering said locking means ineil'ective when the gear is oper, ated by the back-pressure actuated controlling means.

13. ln a locomotive, the combination of a reverse gear, a reverse lever for manually operating the gear, back pressure controlled means for operating the gear, a rotatable quadrant member, means whereby said member is held against rotation when the reverse gear is manually operated, means on the lever for releasably engaging the quadrant member in positions of manual adjustment, and means rendering the means ttor holding the quadrant member against rotation ineifective when the bacl: pressure controlled means is operating the reverse gear.

lll() la. ln a locomotive, the combination of a reverse gear, a reverse lever for manually operating the same, back pressure controlled means lor automatically actuating the gear, and means for indicating the point or' cut-oil'.

l5. ln a locomotive, the combination of a reverse gear, a reverse lever 'for manually operating the same, back pressure controlled means lor automatically actuating the gear, and means tor indicating the point of cut- -oit irrespective of whether the gear is manually or automatically actuated.

lo. ln a locomotive, the combination of a reverse gear, a reverse lever for manually operating the gear, haelt pressure controlled means for automatically operating the gear, lmeans Whereby said automatic means comes into operation when the throttle is opened, and means whereby the operation of the automatic means can becontrolled at will.

17. In a locomotive, the combination of a fluid operated reverse gear including a cylinder and operating piston, and back piressure controlled mechanism for adjusting cut-ofiI including a valve for controlling the shortening of the cutol' and a valve for controlling lengthening of the cut-off, one of said valves exhausting the pressure from one side of the piston When the other valve is admitting pressure to the other side.

18. In a locomotive, the combination of a fluid operated reverse gear including a cylinder and operating piston, and back pressure. controlled mechanism for adjusting the cut-oli' including a valve for controlling the shortening of the cut-oil:` and a valve for controlling lengthening of the cut-olii', one of said valves exhausting the pressure from one side of the piston When the other valve is admitting pressure to the other side, and the operation of the first valve being controlled by the second valve.

19. A locomotive having in combination, a power reverse gear for altering the cut oli' of the valves, and means under the inliuence of back pressure for causing said reverse gear to alter the cut off so as to maintain said back pressure substantially constant at all times regardless of changes in speed. L

In testimony whereof, We have hereunto signed our names.

EDWIN S. PEARCE. RAYMOND W. RETTERER. EDMOND G. KARIBO'.vr 

